Process for transferring goods load units on or from a train

ABSTRACT

For the transloading of loaded goods units (82), such as containers, interchangeable containers, semi-trailers or the like by means of transloading lifting gear (18) from or onto a slowly travelling train (6) formed by container cars (48), there is initially associated with each container car (48) to be unloaded and/or loaded a reference-point (R) the position of which, is continuously measured in relation to a fixed measuring section (40). Subsequently there is measured, in relation to the fixed measuring section (40) 
     in the case of a unit (82) to be unloaded, the position, of at least one load attack point (81 ), and 
     in the case of a unit (82) to be loaded, the position of locating elements (93) of the container car (48). The common center point (85) of the load 
     attack points (81) or of the locating elements (93) in relation to the reference point (R) is computed, the position of the center (86) of the load receiving points of the associated transloading lifting gear (18) is continuously measured in relation to the fixed measuring section (40, 41) and the transloading lifting gear is moved so that its load receiving center (86) coincides with the center (85) of the load attack points (8 1) or the locating elements (93).

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a national phase of PCT/EP93/02611 file 25 September1993 and based, in turn, upon German national application P 42 33 007.6filed 10 October 1992 under the International Convention.

FIELD OF THE INVENTION

The invention relates to a process for the transloading of loaded goodsunits such as containers, interchangeable containers, semi-trailers orthe like by means of transloading lifting gear (so-called rendezvoustechnology) from or onto a slowly travelling train formed by containercars as well as to a means for carrying out the process, comprising arail system including at least one track, a store complex comprising astore internal transport system and transloading lifting gear extendingto the rail system and the store internal transport system.

A process and a means of the aforesaid type have already been proposed.If a train travels from locality A to locality Z by way of thelocalities B, C, . . ., it is usual for only part of the loaded goodsunits to be unloaded at the localities B, C, . . . The loadingcapacities of the container cars of the train which are already free orare rendered free as aforesaid, may be used to receive other loadedgoods units.

When transloading from or onto moving container cars it stands to reasonthat--even in the event of low (crawling) velocities--considerableproblems arise in the reliable picking up or the setting down of theloading units rapidly. If from a section of the train only a smallproportion of the loaded goods units is unloaded it is possible, in viewof the capacity of the transloading lifting gear, for the train totravel at an appropriate velocity. If, on the other hand, a majorproportion of loaded goods units is to be unloaded from the nextfollowing train section, the train, because of the availabletransloading capacity, must be moved correspondingly slowly. Due to thebrake applications necessitated thereby and the resultant resiliencyeffect of the train (sprung traction and pushing means between theindividual cars) there result timber uncertainty factors anddifficulties when picking up (gripping) the loaded goods units to beunloaded or when putting down the loaded goods units to be loaded ontothe train:

A need exists to so improve the process of the aforesaid type and ameans for carrying out the process, that the transloading of the loadedgoods units can be accelerated and rendered more reliable.

OBJECT OF THE INVENTION

It is, therefore, the object of this invention to provide an improvedprocess for transferring load units to and from a train as well as toprovide apparatus for carrying out the improved process.

SUMMARY OF THE INVENTION

The present invention provides a process wherein initially eachcontainer car to be unloaded and/or loaded has assigned thereto areference or measuring point, the position of which, being variable inspace in terms of absolute time, is continuously measured in relation toa fixed measuring section, whereafter there is measured in relation tothe fixed measuring section, and defined as a differential distance inrelation to the reference point:

in the case of a loaded goods unit to be unloaded, the position which,in the rail longitudinal direction, is likewise variable of at least oneload attack point or a gripping position of the loaded goods unit, e.g.the corner recesses (corner castings) of containers and

in the case of a loaded goods units to be loaded, the position which isvariable in time in the longitudinal direction of the rails, of thereceiving or locating pins of the container car,

whereupon the common centerpoint of the load attack points, or of thelocating pins in relation to the reference point is determined, theposition of the center of the load receiving points of the associatedtransloading lifting gear is continuously measured in relation to thefixed measured section, and the transloading lifting gear is moved sothat the load receiving center coincides with the center of the loadattack points or the receiving elements.

The basic concept of the invention resides in that the position of theload attack points of the loaded goods units which varies with timeprior to their being picked up (gripped) respectively of the locatingelements of the train prior to the putting down of the loaded goodsunits, is to be made known at any point in time in relation to anabsolute distance measure (measuring section) and independently of theprevailing velocity in order to guide the transloading lifting gearaccurately to the required position. By forming a reference point foreach container car, the position of the respective container car whichchanges with time, is known at any instance of measurement. Bysubsequently measuring the load attack points or the receiving elementsin relation to their associated center at any given point in time theirrelative distance from the simultaneously determined reference point canbe computed. Accordingly, each load attack point or each locatingelement and the associated receiving or setting down center in relationto the absolute distance measure is known at all times. The aforesaidmeasuring section may in this context stand alone or comprise aplurality of measuring sections calibrated in relation to one another.

In this context the determination of the common center of the loadattack points or the locating elements in relation to the referencepoint may proceed via the measurement of a further load attack point ora further locating element or by way of previously known data of thecarrier units.

The effectiveness of the process according to the invention may befurther enhanced in that the positions of the load attack points orreceiving elements are additionally determined in terms of theircomponents extending horizontally and/or vertically transversely to thelongitudinal direction of the rails. Thereby it is possible to performrequired lateral and/or angular corrections of the gripping frame of thetransloading lifting gear in good time prior to engaging respectivelysetting down the loaded goods units, thereby accelerating transloading.Since the transverse components, due to the sinusoidal travel of thecontainer car, can change continuously it is advantageous to perform orrepeat an appropriate measurement immediately prior to gripping orsetting down, i.e. as briefly as is technically feasible prior thereto.Distance sensors suitable therefor may be fitted both to thetransloading lifting gear as well as to suitable fixed points.

In order to make possible a smooth automatic operation, provision ismade for the previously known data and measured positions of the loadedgoods units, of the container wagons and of the transloading liftinggear to be fed into a computer and to transmit the data determinedthereby from there to the transloading lifting gear.

The aforementioned means for carrying out the process comprises thefeature that the rail track has assigned thereto at least one unloadingsection and one loading section, that parallel to the rail track ameasuring section is provided associated with measuring units forforming the reference point, adapted to be moved along by the containercars, that--viewed in the direction of movement of the train--in advanceof each loading or unloading section a measuring means is provided whichis suitable to detect the position, variable with time, of the loadattack points of the loaded goods unit or the locating elements of thecontainer car, in relation to the measuring section and that thetransloading lifting gear is connected by way of a further measuringmeans to a further measuring section associated with the first mentionedmeasuring section.

For different loaded goods units it is necessary to provide on thewagons different locating elements, e.g. locating pins. In order to beable to locate and control reliably the locating elements of the slowlytravelling train in the event of any change in type of the loaded goodsunits (in the simplest case a change in length of a container) provisionis made for providing between the loading and unloading sections aretooling section.

For the formation of the reference point the measuring units associatedwith the measuring section preferably comprise a component adapted to bebrought into engagement with the respective container wagon, which in apreferred embodiment takes the form of a jib on the end of which a rollmay be fitted.

In order to reduce the pressure spikes arising on contact between thejib and the container wagon, provision is made for the roll to be fittedto the jib by way of a shock absorber with restoration means, such thatthe restoration means moves the roll into a set point or referenceposition in relation to the jib.

In order to prevent the dog member of the measuring means from becomingdisengaged in the event of a sudden deceleration of the container wagon,provision is made for this to be associated with a magnet, the latter,in a preferred embodiment being fitted to a pivotable lever which inturn is adapted to bear, by means of a further roll, against thecontainer car or a wheel of the latter. The pivotability permits anadaptation of the position of the magnet to wheels of differentdiameters, the further roll serving to maintain the required spacingbetween the magnet and the wheel of the container car.

In order, even in the transverse direction (y-direction), to obtain areliable signal concerning the prevailing co-ordinates of the loadattack points of the loaded goods units respectively the locating pointsof the container car, the measuring units, in an advantageous furtherdevelopment of the invention, are equipped with a transversely arrangeddistance measuring device directed at a region of the container car ortransport wagon, preferably the inner periphery of the wheel.

In order to be able to fit the measuring units to the container cars inboth directions of movement it is provided for their dog units,including the roll and pivotable jib with the magnet and further roll,to be designed symmetrically to the jib.

In order to provide the measuring units with the required restoration itis furthermore provided that at both ends of the measuring section ameans is provided suitable for retracting the measuring units out of themeasuring section, or to move them into such measuring section.

The return of the measuring unit preferably proceeds by a transporttrack provided parallel to the measuring section, associated with adrive means, preferably taking the form of an endless belt, equippedwith dog elements for the measuring units.

The endless belt is preferably made of non-magnetizable material and thedog elements are made of magnetizable material, whereas the measuringunits comprise magnets within the trajectory of the dog elements.

In order to utilize the space adjoining the track for different purposesit may be advantageous to accommodate the measuring section includingthe measuring units and their transport system (guide means, replacementmeans and drive means for return conveyance) between the mils of thetrack or within the track.

The measuring means for determining the position of the point of attackof the loaded goods units or the locating elements of the containerwagons, preferably take the form of a laser distance sensor which ispivotal about a stationary vertical and a horizontal axis and includesintegrated angle sensors. For a given fixed position, measured distanceand measured angles (in horizontal and vertical direction) it is alwayspossible to determine the corresponding Cartesian co-ordinates in thelongitudinal direction of the mils and transversely thereto.

In order to accelerate the transloading of the loaded goods units themeasuring units, the measuring means and the controls of the travelingdrive means of the lifting gear means are connected to a centralizedcomputer.

In order to be able to perform the setting down of the loaded goodsunits at the store with a minimum of problems, the store internaltransport system comprises at least one transverse conveyor includingpanel-shaped transport units which at least temporarily occupy a definedposition.

BRIEF DESCRIPTION OF THE DRAWING

The above and other objects, features,and advantages will become morereadily apparent from the following description, reference being made tothe accompanying drawing in which:

FIG. 1 shows a store including a transloading installation in a highlysimplified plan view;

FIG. 2 shows the measuring section including the measuring units and atrain formed by container wagons in a schematic plan view;

FIG. 3 shows the measuring units associated with the measuring sectionin a cross-sectional view along the line III--III in FIG. 2;

FIG. 4 shows the return belt associated with the measuring unit in aview which is partly sectionalised along the line IV--IV in FIG. 3;

FIG. 5 shows a detailed view of the return belt in an enlargedrepresentation;

FIG. 6 shows a means for causing a container wagon, to drag along themeasuring units in elevation;

FIG. 7 shows a measuring means for determining the load attack points ofthe carrying units in plan view;

FIG. 8 shows the measuring means according to FIG. 7 in an elevationnormal to the plane passing through the vertical pivoting axis 77 of themeasuring means and the corner recess 81 of the container 82 sighted bythe laser ray and--immediately following thereon--in a vertical sectionthrough the container;

FIG. 9 shows a transloading lifting gear in an elevation in thelongitudinal direction of the rails;

FIG. 10 shows a measuring carriage engaging the wheel flange of avehicle wheel and having in addition a transverse measuring device; and

FIG. 11 shows the construction in a cross-section along the line XI--XIin FIG. 10.

SPECIFIC DESCRIPTION

All in all the transloading installation comprises a store complex 1, arail track 2 passing alongside thereof and a roadway 3 passing aroundthe store complex 1 and optionally parking areas 4 for road vehicles 5.Viewed in the direction of the track, depending on the travellingdirection of the train 6 to be loaded and/or unloaded--entry or exitstations 7, 8 (sometimes also referred to as entry or exit gates) areprovided ahead of and following the store complex 1.

The store complex 1 comprises three mutually separated elevated shelfstore units or regions, namely the two end portions or regions 11, 12and the central portion or region 13, mutually separated in each case bya lane or by an operating space 14, 15. The region embracing the railtrack 2, adjoining the store complex 1, essentially alongside the storeportion 11 and the lane 14 and along the store portion 12 and the lane15 each represents a railroad transloading region 16 or 17. Eachrailroad transloading section includes two transloading machines ortransloading lifting means 18 adapted to travel on crane supportingrails 22, 23 extending parallel to the track 2.

In the region of the central store portion 13 which is not directlyaccessible to the outside, a car retooling zone 24, including the track2 is provided. On that side of the store complex 1 which is opposite tothe track 2 and in the region of each of the lanes 14, 15 a roadtransloading region 25, each comprising a transloading machine 27 forloading and unloading of road vehicles 5 is provided.

In the region of the lanes 14, 15 transverse conveyors 30, 31 areprovided. These comprise individual transport units or pallets 32 whichare self-propelled and are mobile in two planes in both directions. Atleast in the uppermost plane they are so closely fitting as to form acontinuous "floor". At both ends of the transverse conveyors 30, 31 andoutside of the actual store complex 1, lifting installations 33(coveting the rail track 2) and 34 (coveting the road transloadingregion 25) are provided so that the mobile transport units 32 can beraised or lowered from one plane to another. When unloading a train forreceiving or transferring a loaded goods unit by the transloadinglifting means 18, the transport unit 32 in the lifting installations 33will be maintained in or raised to the upper level. The transport unit32 of the transverse conveyors 30, 31 will move during train unloadingand/or road vehicle loading in the uppermost plane away from the rail 2and during train loading and/or road vehicle unloading towards the raft2 (cf the double arrows in the direction of the shelf lanes 14, 15).

Above the transverse conveyors 30, 31 a lift structure in which a guideframe can be raised and lowered, can be moved in each of the lanes 14,15. A so-called channel vehicle which serves to grip the loaded goodsunits to be transloaded by means of a gripping frame (spreader) and totake them into the individual boxes of the store portion 11 or 13, or 12or 13, is suspended from the guide frame. Parallel to the rail track 2 ameasuring rail 40 is provided which extends essentially from the station7 to the station 8 and represents a fixed distance measure of ameasuring section operating in absolute terms (FIGS. 1 to 3). Likewiseparallel but extending only over the length of the store complex 1 afurther measuring rail 41 is provided for the transloading lifting means18 (FIG. 9). Both measuring rails 40, 4 1 are calibrated to match oneanother.

Parallel to the measuring rail 40 a guide-way 43 formed by two guiderails 42 is provided on which the measuring units or measuring carriages44 are movably guided. The measuring carriages 44 are equipped with adog jib 45 at the end of which a dog member 46 is provided. This dogmember, which is e.g. designed as a roll, extends into the region of thewheels 47 of the transport or container cars 48 forming the train andoutside the remainder of the vehicle profile. The measuring carriages44, on that side which faces the measuring rail 40, are equipped with ameasuring or reading sensor 49 and at the opposite side with a dogmember 51. The measuring sensor 49 comprises a slot 52 by means of whichit embraces the measuring rail 40. The measuring carriage 44 is designedto read off its prevailing position on the measuring rail 40 and totransmit the reading by way of a suitable data transmission system to acentral computer. Accordingly the measuring carriages 44 jointly withthe measuring rail 40 constitute a distance measuring system operatingin absolute terms.

Whenever a measuring carriage 44 is aligned with the guide way 43 (cfFIG. 3) the roll 46 extends into the wheel profile--within the region ofthe running surface (FIG. 3) or the wheel flange (FIG. 10)--and isengaged by the first wheel 47 of an approaching container car 48, andthe measuring carriage 44 is thereby carded along by the containercarriage 48 acting by way of the jib 45. The center point or the axis 54of the roll 46 represents for the respective container car 48--viewedsideways--a reference measuring or reference point R (FIG. 6) which inrelation to the container car 48 does not change in the direction of thetrack 2 and the measuring rail 40 (x-direction) and in any given timetravels by the same distance as the latter.

In order to avoid damage to the rolls 46 and excessive loading of thejib 45, the roll is fitted to the jib 45 by means of a shock absorber55, a compression spring 56 serving to rapidly restore the set orreference position of the roll 46 in relation to the jib 45. In order toprevent the roll 46 in the event of a deceleration of the wagon 48 fromdisengaging the wheel 47 and the reference point R being lost, a leveror frame 57 which is pivotable about the axis 54 is provided which atits opposite end is provided with a further support roll 58 and in itscenter with a magnet 59. The pivotable arrangement of the lever 57 andthe magnet 59 permits a reliable coupling of the measuring carriage 44to wheels 47 of different diameters.

The measuring carriages 44 are designed for measuring in both directionsof travel. The dog member on the jib 45 therefore has a substantiallysymmetrical construction on both sides.

The guide-way. 43 extends essentially over the entire length of themeasuring rail 40 and thus between respective entries of the stations 7and 8. In the region of the station 8 a converter or traverser 60 isprovided, having guide rails 61 corresponding to the guide rail 42. Thetraverser 60 can be moved on two guide rails 62 extending transverselyto the rail track 2. A corresponding traverser (converter) 63 isprovided at the start of the measuring rail in the vicinity of thestation 7. Parallel to the guide-way 43 a further guide-way 65 composedof corresponding guide rails 66 is provided on that side which isopposite to track 2. Immediately behind the guide-way 65, moreparticularly on the side of the dog member 51 Of the measuring carriage44, an endless belt 68 extending parallel thereto is provided which isequipped with members 69 of magnetizable material. The endless belt 68passes around two rollers 70, 71 and can be driven in both directions.Magnets 72 are provided underneath the dog members 51 of the measuringcarriage 44. These, in relation to the member 69 exercise a force bywhich the measuring carriages 44 can be driven respectively moved by theendless belt 68 along the guide-way 65.

The entire installation for the continuous measuring of the position ofthe reference point R of the container car 48, as it changes intime--including the measuring rails 40, measuring carriage 44,guide-ways 43, 65, traversers 60, 63 and return transport means 68--mayeither be accommodated (as illustrated in FIG. 3) laterally adjoiningthe track 2 to be serviced or inside the latter, i.e. between the tworails of the track.

During the passage of the train 6 composed of the transport or containercars 48 at slow (crawling) speed through the entrance station 7 or 8 anygap between the container cars 48 will be recognised by means of a (notillustrated) rail switch with reference to the wheel succession and eachcontainer car 48 to be unloaded and/or loaded will have assigned theretoa measuring carriage 44. For this purpose the respective measuringcarriage 44 is moved on the traverser 63 which is movable, e.g. by (notillustrated) hydraulic cylinders, to the measuring rail 40 and the roll46 into engagement with the wheels 47 of the container car. Themeasuring carriage 44 will be carried along as described by the wheel 47of the container car 48 in the direction of the railway transloadingsection 16 (cf the arrow 74 in FIG. 2). In this manner a reference pointR is provided for each car 48, the absolute position in the longitudinaldirection (x-direction) of which as a function of time is continuouslymeasured by the sensor head 49 of the respective measuring carriage 44.At the end of the guide-way 43 the measuring carriage 44 travels ontothe traverser 60. Immediately thereafter the traverser 60 is moved awayfrom the track 2 in the direction of the guide-way 65. The measurementof the reference point R is thus deactivated.

Once the guide rails 61 of the traverser 60 have entered into alignmentwith the guide rails 66 of the guide-way 65, the measuring carriage ismoved over as described from the endless belt 68 in the direction of thetraverser 63. Immediately preceding the traverser 63 a stop means 73 isinstalled which only permits the passage of a measuring carriage 44 oncethe traverser 63, with its guide rails, is in alignment with the guiderails 66 of the guide-way 63.

The measuring carriage 44 on the traverser 63 is once again introducedinto engagement with the profile of the wheels 47 if a gap between twocontainer cars 48 is detected.

Commercially available laser distance sensors 75 are provided betweenthe stations 7 and 8 and the railway transloading regions 16 or 17 andalso in the retooling region 24, (FIGS. 1, 7 and 8). These sensors aremounted on a positioning bracket which is pivotal about a vertical axis77 and are pivotable about a horizontal axis 76 and equipped withintegrated angle sensors. In this context the horizontal axis 76 ispivotable about the vertical axis 77. The emitted laser ray 80 may, forexample, be guided at will three-dimensionally within a certain range,e.g. by means of a not illustrated control lever (joy stick). Thevertical axis 77 is at a defined distance y₀ to the vertical plane 78through the center of the track 2 and a defined distance x₀ to the zeropoint of the measuring rail 40 in the longitudinal direction of therails. In FIG. 7 a laser ray 80 is shown directed onto a cornerconnection (corner casting) 81 of a container 82 positioned on acontainer car 48. The aiming of the laser ray 80 onto the desiredposition may be carried out and monitored by an operator by means of thecontrol lever. Due to the simultaneous momentary measurement of thehorizontal angle α, the vertical angle β and the distance of the laserray 80 the longitudinal and transverse co-ordinates x₁ and y₁ of thecorner connection 81 in relation to the vertical axis 77 of the sensor75 are obtained at the instant of measurement. At the same instant, bythe continuous measurement, the position of the reference point R in thelongitudinal direction (x-direction) is likewise made known by themeasuring carriage 44, so that the relative distance dx₁ which does notchange with time, between the reference point R and the cornerconnection 81 (FIG. 7) can be determined in the longitudinal directionrelative to the rails. In the same manner the corner recess 83 can bemeasured and its relative distance dx₂ in relation to the referencepoint R be determined. From these data the relative distance dx_(M) ofthe common center 85 of the corner recesses 81, 83, . . . of thecontainer 82 in relation to the reference point R can be determined. Inaddition, the distances of the corner recesses 81 respectively 83 andtheir common center 85 from the central plane 78 can likewise bedetermined from the abovementioned three measurements.

By means of the data so determined the transloading machine 18 can beapplied with the center 86 of its gripping frame 87 accurately ontothe--slowly moving --transported goods units 82, provided the grippingframe has been correctly set (lengthwise for 20'-or 40' containers,etc.). For controlling the drive means of the transloading liftingapparatus 18, a measuring rail 41 is provided in the railwaytransloading regions 16, 17 parallel to the carrier rail 23 and isassociated with a measuring sensor 89 fitted to the crane girder 88.

The crane trolleys 90 are equipped with a matching measuring sensor 91and the crane girders with a corresponding measuring rail 92 transverseto the direction of the rail track 2.

The gripping frame (spreader) 87 is adapted to be raised and lowered aswell as positionally adjusted in the longitudinal and transversedirection of the rail track by way of six inclined hydraulic cylinders99 about all three dimensional axes. The advantage of this constructionof the transloading lifting machine 18 resides in that the position ofthe gripping frame 87 is defined at all times and does not escapecontrol due to pendulum movements. Any inclined positioning of theloaded goods units 82 on the carder frame 47--as may have been detectedby the preceding measurement--can be substantially compensated for bythe varied operation of the individual hydraulic cylinders.

Once the gripping frame 87 lies on the container 82 and is lockedtherewith the container can be lifted off. In that context thetransloading lifting machine 18 travels synchronously with the containercar 48 until the container has been lifted out of the confining outline.After having been lifted off and having left the confining outlines ofthe train the container is centered by the transloading liftingapparatus 18, i.e. any transverse positional discrepancies and angulardiscrepancies are eliminated.

The transloading lifting apparatus 18 will then lower the container 82at a defined position onto the transport unit 32 in the lifting device34. This position can be readily retrieved without further measurementby the shelf operating apparatus and the roadway transloading apparatus27 even after further movement of the transport unit 32.

After the unloading of the loaded goods unit 82 the container car 48will be retooled if thereafter a loaded goods unit of a different kind,e.g. a 40' container instead of a 20' container is to be loaded on. Forthat purpose the no longer required carrier or locating pins, denoted inFIG. 7 by 93, are folded away and the newly required carrier pins on thecontainer car 48 are swung in place. In order to ensure that thepositioning of the refitted carrier pins coincides with the loaded goodsunits to be newly loaded, the positioning of the pins 93 ismeasured--once again in relation to the reference point R of thecontainer car 48--this time by the laser distance sensor 75 in theretooling zone 24, and is compared with the corresponding presetmeasurements. Once the container car 48 has arrived at the end of themeasuring rail 40 the measuring carriage 44 is withdrawn out ofengagement with the container wagon 48 by the appropriate traverser orslide 60 or 63, returned to the opposite end of the measuring rail bythe endless belt 68 and once again set up for reintroduction onto themeasuring section by the other slide 63 or 60.

In the measuring carriage 44' illustrated in FIG. 10 the rolls 46' and58' are fitted as dog members in the region of the wheel flange 94 ofthe wheel 47 of a container car 48. The jib 45' comprises a laserdistance sensor 95 serving as distance measuring instrument, the opticalaxis 96 of which--with the rolls 46', 58' in contact against the wheelflange 94--being directed onto the inner periphery 97 of the wheelflange 98 of the wheel 47 in the immediate vicinity of the referencepoint R. Following contacting of the rolls 46', 58' with the wheelflange the distance between the inner periphery 97 of the wheel flange98 and the laser distance sensor 95 or that of the guide path 43associated with the measuring rail 40 prevailing at any one time andthereby also its distance Y_(97/78) in relation to the mid-perpendicular78 through the rail track 2, are measured continuously.

Due to the above described individual measurement of the transversecoordinates y₁ of the closest corner recess 81 or the positioning pin 93in relation to the horizontal pivoting axis 77 of the distance sensor 75at a point in time within the continuous measurement one obtains by wayof the fixed parameters Y₀ (distance of the horizontal axis 77 from thecentral vertical 78) the distance d_(y1) of the corner recess 81 or thelocating pin 93 in relation to the central vertical 78 at that instant.

By a comparison of the d_(y1) value and the distance Y_(97/78) of theinner periphery 97 of the wheel 47 from the mid-perpendicular 78determined at the same time by continuous measurement in real time,there is obtained during the subsequent continuous measurement, thetransverse component of the corner recess 81 or the positioning pin 93which changes with time, in relation to the mid-perpendicular 78. Bytaking into account a further corner recess 83 or a further positioningpin 93 the transverse component of the center 85 of the loaded goodstraits 82--once again in relation to the mid-perpendicular 78--(whichideally amounts to zero) can be determined at any given time. By virtueof the measurements so obtained the center 86 of the transloadinglifting machine 18 can be moved accurately over the center 85 of theloaded goods units 82 and the picking up of the loaded goods units 82can thus be accelerated.

For measuring the loaded goods unit and container car it is possible toemploy a laser scanner instead of the laser-light beam and distancesensor in order to permit fully automatic operation.

We claim:
 1. A process for transloading goods units which comprises thesteps of:(a) assigning a reference point to each of a series of railwaycars displaced as a train along a track by engaging with each of saidcars a measurement carriage at an upstream location along said track andwithdrawing said measurement carriages from engagement with said cars ata downstream location along said track; (b) detecting load attack pointsof a goods unit on one of said cars and determining differentialdistances of said load attack points from a respective reference pointof said one of said cars; (c) automatically determining from saiddifferential distances on said one of said cars a location of a commonload attack center thereof with respect to said reference point of saidone of said cars; (d) detecting locating elements of another of saidcars and determining differential distances of said locating elementsfrom a respective reference point of said other of said cars; (e)automatically determining from said differential distances on said otherof said cars a location of a locating-element center thereof withrespect to said reference point of said other of said cars; (f)measuring positions of said reference points along said track; and (g)for unloading said goods unit from said one of said cars displacing atransloading lifting gear while continuously measuring a position of aload receiving center thereof until said load receiving center coincideswith said load attack center and then engaging said lifting gear withsaid goods unit of said one of said cars and lifting said goods unitfrom said one of said cars, and, for loading a goods unit on said otherof said cars, displacing a transloading lifting gear carrying a goodsunit to be loaded on said other of said cars until said transloadinglifting gear carrying said goods unit to be loaded has a centercoinciding with said locating-element center and lowering said goodsunit onto said other car for engagement by the locating elementsthereof.
 2. The process defined in claim 1 wherein step (a) includes astep of continuously measuring the absolute position of the referencepoint as a function of time by a sensor head of the respectivemeasurement carriage.
 3. The process defined in claim 1 wherein the step(b) includes the steps of(b₁) mounting at least one laser distancesensor pivotable about respective vertical and horizontal axes andspaced at predetermined vertical and horizontal distances from thecenter of the track between said upstream and downstream locations; (b₂)emitting a laser ray and directing said ray at a front corner of therespective car; (b₃) measuring simultaneously horizontal and verticalangles at which said ray extends toward said front corner of the carwith respect to the vertical axis and a distance between said sensor andsaid corner and defining said absolute position of the reference point,determining thereby data including a relative distance between saidfront corner and said reference point along the track and relativedistance between front and rear corners of the car as well as a halfdistance between said corners for controlling said transloading liftinggear.